JP5203465B2 - Brake device for passenger conveyor - Google Patents

Description

  The present invention relates to a brake device for a passenger conveyor, and more particularly to a brake device used as an auxiliary brake for a passenger conveyor in an emergency or abnormality.

  Examples of passenger conveyors include escalators and moving walkways. For example, escalators are generally passenger conveyors that carry passengers between landings at different height levels in a building. Moving walkways are often used to carry passengers along a height level that extends horizontally or slightly inclined.

  Escalators or moving walkways typically have a frame, a balustrade with moving handrails, a tread, and a drive system and step chain that propels the tread. The step chain moves along an endless loop between guide sheaves arranged at the upstream landing and downstream landing. The frame includes truss portions on both the left and right sides of the frame. Each truss has two ends that form a landing, and these ends are connected by an intermediate part that may be inclined (which may be horizontal for a moving walkway). One landing (for example, the upper landing in the case of an escalator) accommodates a drive system or drive for a passenger conveyor arranged between trusses.

  Escalator or moving walkway drive systems generally include a step chain, a step chain drive sheave (eg, in the form of a sprocket or toothed wheel), an axle and a drive motor. The step chain moves from one landing to another along a continuous closed loop and back. A step board is attached to the step chain. The drive motor drives a drive sheave that is drivingly connected to the step chain, either directly or via a transmission. The final drive is generally realized as a pair of sheaves arranged in the turning area. Such drive sheaves typically have a diameter of 750 mm based on the dimensions of the tread for most escalator systems. These drive sheaves drive the step chain. In alternative examples, one or more machines are located on the slope of the escalator or in the middle of a moving walkway. These machines also drive the step chain via drive sheaves.

  There are various situations when the brake should be activated so that the step chain automatically stops or does not move further. For example, in the escalator, when a failure occurs in the transmission between the motor and the step chain, it is necessary to control the position of the escalator step. This is because, if there is no driving force of the motor, the escalator step may move undesirably due to vertical gravity.

  It is desirable to be able to utilize an auxiliary brake device that operates under abnormal conditions for various passenger conveyors. Such an auxiliary brake device should ensure that the various moving parts of the passenger conveyor, in particular the step chain and the tread, are stopped safely and that these parts remain stationary until the abnormal condition is resolved. . In the event of a complete failure of the passenger conveyor drive system and / or its controller, it is important that the auxiliary brake device can operate reliably and remain blocked for a sufficient amount of time.

  Known configurations of the auxiliary brake include a wedge-shaped configuration and a caliper-shaped configuration.

  The wedge-shaped configuration is mechanically controlled, and when activated, the wedge biased by the spring is pushed between the brake disc and the stationary member (usually the crossbar) by the spring. use. In this wedge-shaped configuration, when sufficient frictional engagement is formed between the brake disk and the wedge, the wedge moves further between the brake disk and the stationary member due to the rotational movement of the brake disk. A self-locking function is provided. However, in order to release the auxiliary brake and return the passenger conveyor to the standby position, the passenger conveyor must be started and operated in the opposite direction in a short time. This is troublesome.

  The caliper type configuration is electrically controlled, and when activated, a brake lever that falls on the brake disc by its own weight is used to apply a braking force to the brake disc. In order to function well, the brake disc needs to have a predetermined shape and is therefore complicated to manufacture, and furthermore the brake lever needs to have a sufficient weight. Therefore, a large force is required to return the brake lever from the operating position to the non-operating position and return the passenger conveyor to the standby state. Therefore, the caliper-shaped configuration is expensive and requires a large space especially for the driving device.

  There is a need for an auxiliary brake device that requires minimal power for operation and maintenance required in a blocked state and can reset the brake system to a non-operating standby state. In particular, the auxiliary brake device may provide a self-locking function during operation. Furthermore, it is advantageous that the auxiliary brake device can restart the passenger conveyor easily and simply.

  One embodiment of the present invention provides a brake device for use in a passenger conveyor having at least one movable part. The brake device includes a brake element having a brake portion configured to engage with a movable portion of a passenger conveyor. The brake element can move in the first direction to a position where the brake portion engages with the movable portion of the passenger conveyor. The brake element can move from the initial engagement position of the brake part to the brake position of the brake element in the second direction in a state where the brake part is engaged with the movable part of the passenger conveyor. The movement of the brake element in the second direction is driven by the movement of the movable part of the passenger conveyor.

  In a further embodiment of the invention, a passenger conveyor is provided which includes a braking device, in particular an auxiliary braking device as described above.

  Embodiments of the present invention will be described in more detail below with reference to the accompanying drawings.

The perspective view which shows one Example of the auxiliary brake device in a non-operation state. FIG. 2 is a side view of the embodiment of FIG. 1 in a non-actuated state. FIG. 3 is a side view of the embodiment of FIGS. 1 and 2 in an operating state. FIG. 4 is an enlarged view partially showing a section of the embodiment of FIG. 3 in an operating state. The top view which shows the detail of the Example shown in FIG. The enlarged view which shows the detail of FIG.

  In FIG. 1 and all subsequent figures, an auxiliary brake device according to one embodiment is indicated schematically by the reference numeral 10. FIG. 1 is a perspective view of the auxiliary brake device 10 in a non-operating state. Reference numeral 12 denotes a sprocket of an escalator or moving walkway (both of which are possible examples of passenger conveyors). The sprocket 12 is supported so as to be rotatable about a shaft 14, and the shaft 14 is connected to a driving motor (not shown) of a passenger conveyor directly or via a transmission. Therefore, the sprocket 12 is rotated by operating the drive motor. The sprocket 12 drives a step chain (not shown) of the passenger conveyor. For example, the endless drive belt (not shown) of the sprocket 12 is engaged so as to engage the radially projecting teeth (one of which is indicated by reference numeral 16 in FIG. 1) provided on the periphery of the sprocket 12. It can move along the perimeter. During operation, the drive belt engages the passenger conveyor step chain, which is one of the passenger conveyor landings where the sprocket 12 is located (eg, the upper landing if the passenger conveyor is an escalator). ) And the other landing on the passenger conveyor. In this way, the sprocket 12 defines a plane perpendicular to the shaft 14 in which the passenger conveyor step chain moves.

  The sprocket 12 can be directly connected to the output shaft of a driver (eg, an electric motor) such that it is driven by the rotation of the output shaft. Alternatively, such a drive connection may, for example, have an output sheave fixed to the output shaft of the drive (which can also be an electric motor) via a transmission, and a large diameter around and around the output sheave. And a motor drive belt that moves along the periphery of a main drive sheave (not shown) having the main drive sheave rotatably fixed to the sprocket 12 (e.g., main drive sheave) The sheave can be rotatably fixed to the shaft 14 or can be formed integrally with the sprocket 12). In the illustrated embodiment, during normal operation of the passenger conveyor, i.e., when the auxiliary brake device 10 or other brake device is in a non-actuated position, the sprocket 12 is shown in FIG. 1 and FIG. It is rotating clockwise.

  The auxiliary brake device 10 includes a brake element 18, a slider 20 having a stop element function, a support member 22, a base 24, a rod (see FIGS. 3 and 4), a main spring member 28, a return spring member 30, and an auxiliary brake. A solenoid 32 having the function of the drive element of the device 10 is provided.

  The brake element 18 has an elongated shape having a longitudinal axis indicated by a symbol Y. A brake portion 34 is formed at one end portion in the longitudinal direction of the brake element 18, and a contact portion 36 (see FIG. 2) is formed at the end portion in the longitudinal direction opposite to the brake portion 34. Brake element 18 rotates about a rotational axis (indicated by X) between a non-actuated position (shown in FIGS. 1 and 2) and a brake position (shown in FIGS. 3-5). It is supported by the support member 22 via a hinge 38 so as to be possible. As will be described in detail below, rotation of the brake element 18 about the axis X defines a second direction along which the brake element 18 can move. The brake element 18 rotates between the non-actuated position and the actuated position of the brake element, and when in the non-actuated position, the longitudinal axis Y of the brake element 18 extends in a substantially horizontal direction and the actuated position ( 3 and 4), the longitudinal axis Y of the brake element 18 extends in an angle direction of about 25 ° with respect to the horizontal direction.

  As will be described in detail below, in order for the engaging portion 34 of the brake element 18 to engage with the brake structures 50 a to 50 h provided on one of the side surfaces of the sprocket 12, the brake element 18 includes a support member. 22 can be moved in the first direction (strictly, the first linear direction), that is, in the horizontal direction in the illustrated embodiment. Brake structure 50a-50h consists of many protrusion parts 50a-50h which protrude outside from the side surface of sprocket 12 about the direction of shaft 14. These protrusions 50 a to 50 h follow each other along the periphery of the sprocket 12. In the illustrated embodiment, there is an angle of about 45 ° between two successive protrusions 50a-50h. In the embodiment shown in the figure, the brake structures 50a to 50h are provided only on one side surface of the sprocket 12, but the engagement between the brake structure and the engaging portion 34 of the brake element 18 is 2. If it is desired to do so on one side, the same structure may be provided on the opposite side (not visible) of the sprocket 12.

  As best seen in FIGS. 3 and 4, the slider 20 has a wedge-shaped portion 40 extending in a substantially horizontal direction, with the tip 42 of the wedge-shaped portion 40 facing the sprocket 12. The bottom surface 46 of the wedge-shaped portion 40 is slidably supported on the upper surface of the support member 22 and extends substantially horizontally. The upper surface 44 of the wedge-shaped part 40 is inclined at an angle β of about 5 ° with respect to the bottom surface 46. A contact portion 48 is formed on the upper surface 44 of the wedge-shaped portion 40, and this contact portion 48 is formed on the brake element 18 at the brake position (shown in FIGS. 3 and 4) of the brake element 18. It contacts with the contact part 36.

  One end 52 of the rod 26 is fixed in a recess formed in the slider 20 on the side opposite to the wedge-shaped portion 40 in the horizontal direction, that is, on the side far from the sprocket 12. The rod 26 extends in a substantially horizontal direction, and the opposite end 54 of the rod 26 is inserted into a solenoid 32 that functions as an electrically actuated drive element. A coil spring 28 that functions as a main spring surrounds the rod 26, and one end portion in the longitudinal direction of the coil spring 28 is in contact with the slider 20, and the opposite end portion is in contact with the housing of the solenoid 32. Yes. Accordingly, the main spring 28 biases the slider 20 away from the housing of the solenoid 32 toward the sprocket 12 in a second linear direction defined by the longitudinal axis Z of the rod 26 and the longitudinal axis of the slider 20. Give the urging power to do. This biasing force is compensated for by the solenoid 32 adjusting the length of the rod 16 that extends out of the housing of the solenoid 32. Exciting the solenoid 32 creates a force that pulls the rod 16 into the housing of the solenoid 32, thereby reducing the length of the rod 16 extending out of the housing. Therefore, in a state where the solenoid 32 is fully excited, the slider 20 is in the rightmost position (that is, the position farthest from the sprocket 12 in the second linear direction) as shown in FIGS. is there. In this position, the brake portion 34 of the brake element 18 cannot engage with the brake structures 50 a to 50 h of the sprocket 12, and therefore this position as a whole is the inoperative state of the slider 20 and the brake device 10. Confirm “standby” position. In a state where the solenoid 32 is completely de-energized, the slider is positioned closest to the sprocket 12 in the second linear direction. As will be described below, when the slider 20 comes to this position, the auxiliary brake device 10 is operated, and subsequently, the brake element 18 moves to the brake position shown in FIGS.

  The slider 20 is supported by the support member 22 so as to be slidable within a certain range in the second linear direction defined by the axis Z of the rod 16. The support member 22 itself is also supported on the base 24 so as to be slidable within a certain range in the second linear direction. The support member 22 includes, for example, a linear guide mechanism that engages with a corresponding structure of the slider 20, so that the slider 20 approaches or moves away from the sprocket 12 in the second linear direction. 22 can move relative to a predetermined range. This relative motion is limited, for example, by the left contact portion and the right contact portion of the linear guide mechanism. Therefore, when the rod 16 is driven by exciting or deactivating the solenoid 32, the slider 20 moves relative to the support element 22 fixed to the base 24 in the second linear direction. After the slider 20 reaches the left contact portion or the right contact portion, when the rod 16 further moves in the second linear direction, the support member 22 together with the slider 20 moves in the second linear direction. Move and move closer to or away from the sprocket 12. Thus, this movement causes the brake element 18 to move closer or further away from the sprocket 12.

  The operation at the time of starting the auxiliary brake device 10 and the operation at the time of releasing from the brake state are as follows.

  As described above, during normal operation when the auxiliary brake device 10 is in an inoperative state, the solenoid 32 is electrically excited in order to draw the rod 16 to the most retracted position in the housing of the solenoid 32. Accordingly, the slider 20 is positioned at the rightmost position in FIGS. 1 and 2 (that is, the position farthest from the sprocket 12 in the second linear direction), and at this position, the brake element 18 causes the brake of the sprocket 12 to move. It cannot engage with the structures 50a to 50h. The sprocket 12 is rotating in the counterclockwise direction (see arrow A).

  In order to activate the auxiliary brake device 10, the solenoid 32 is de-energized. Then, the rod 16 extends from the housing by the elastic force of the main spring 28 and moves the slider 20 toward the sprocket 12 along the second linear direction. In the first stage, the slider 20 moves relative to the support member 22 that remains fixed to the base 24. Thus, the wedge-shaped portion 40 of the slider 20 moves below the contact portion 36 of the brake element 18. In the second stage, after the slider 20 contacts the corresponding left contact surface of the support member 22, both the support member 22 and the slider 20 move further toward the sprocket 12 along the second linear direction. To do. The brake element 18 (at this stage is aligned horizontally, ie the longitudinal axis Y of the brake element 18 extends in the second linear direction) is supported by the support member 22 via a hinge 38. Therefore, the brake element 18 is further brought closer to the sprocket 12 by the movement of the second stage. This movement of the brake element 18 defines a first linear direction, which in this embodiment coincides with a second linear direction determined by the movement of the slider 20. However, it should be noted that in other embodiments, the first linear direction and the second linear direction may be different from each other.

  Finally, when the brake element 18 moves in the first linear direction, the engaging portion 34 of the brake element 18 is out of the protrusions 50a to 50h as the brake structure provided on the peripheral edge of the side surface of the sprocket 12. Engage with one 50b. The engagement of the brake element 18 with the protrusion 50b of the sprocket 12 rotating in the counterclockwise direction (see arrow A) causes the angle α of the longitudinal axis Y of the brake element 18 to the second longitudinal direction. So that the brake element 18 rotates clockwise about the hinge 38. The hinge 38 is disposed between an end portion of the brake element where the engaging portion 34 is formed and an end portion of the opposite side where the abutting portion 36 is formed, Further, the slider 20 is disposed at a position higher than the upper surface 46 of the wedge-shaped portion 40 (that is, the hinge 38 is separated from the upper surface 46 of the wedge-shaped portion 40 in a direction perpendicular to the first linear direction. Therefore, when the brake element 18 rotates in the clockwise direction, the contact portion 36 moves toward the wedge-shaped portion 40 of the slider 20. Thus, at the final stage of the rotational movement, the contact portion 36 contacts the corresponding contact portion 48 formed on the upper surface 44 of the wedge-shaped portion 40 of the slider 20. Thus, the brake element 18 moves to the brake position, at which the brake element 18 cannot rotate further clockwise from this brake position, but remains engaged with the sprocket 12. . Thus, at the brake position of the brake element 18, the brake element 18 is sandwiched between the sprocket 12 on one side and the wedge-shaped portion 40 on the other side, thereby causing the sprocket 12 to move in the counterclockwise direction. The rotation also stops. In the brake position, the angle α is approximately 25 °, and the brake element 18 faces in a direction substantially in contact with the periphery of the sprocket 12, where the longitudinal axis Y of the brake element is at the periphery of the sprocket 12. It is directed in a direction substantially perpendicular to the angle (in FIG. 4, angle Y = 90 °).

  Furthermore, as shown in the figure, the hinge 38 is preferably arranged such that the distance from the hinge 38 to the contact portion 36 is shorter than the distance from the hinge 38 to the brake portion 34. The braking force that 12 exerts on the slider 20 can be further increased by the ratio of the distance from the hinge 38 to the contact portion 36 and the distance from the hinge 38 to the brake portion 34.

The wedge function when the brake element 18 is in the brake position further includes a self-locking function that is most clearly shown in FIGS. When the brake element 18 is in the brake position, the contact portion 36 of the brake element 18 and the contact portion 48 of the wedge-shaped portion 40 are in contact with each other at point A, and the brake element 18 is in contact with the wedge-shaped portion 40. A force F is applied, and the force F includes a component F _N orthogonal to the bottom surface 46 of the slider 20 and a component F _H parallel to the bottom surface 46 of the slider 20. The component F _N orthogonal to the bottom surface 46 generally reacts on the frame of the passenger conveyor via the slider 20. Since the hinge 38 is disposed at a position higher than the contact surface 48 formed on the upper surface of the wedge-shaped portion 40, the component F _H faces the direction of the sprocket 12 (see FIG. 6). Accordingly, when the brake element 18 is in the brake position, the sprocket 12 applies a force for urging the slider 20 toward the sprocket 12 in the second linear direction to the wedge-shaped portion 40 of the slider 20. As a result, the braking effect can be further increased, and after the brake position is determined, the brake position is stabilized. Therefore, even when the starting force applied to the slider 20 by the main spring 28 is released (for example, by exciting the solenoid 32), the entire braking force is maintained.

  The maximum braking force that can be applied by the auxiliary brake device 10 is limited only by the brake resistance of the auxiliary brake device 10 (particularly, the brake element 18 and the slider 20). Neither the maximum braking force nor the maximum time during which the maximum braking force can be maintained depends on the excitation state of the solenoid 32. Therefore, the passenger conveyor can be maintained in the brake state regardless of whether the solenoid 32 is excited. Rather, the solenoid 32 and the main spring 18 are only required to move the slider 20 and the brake element 18 to the operating position where the engagement portion 34 and the brake structure 50 can be engaged. The force required for the auxiliary brake device to perform this operation is much less than the force that the brake element 18 actually applies to stop the passenger conveyor.

  Release of the auxiliary brake device from the brake state is the reverse rotation of the sprocket 12 (clockwise direction in the illustrated embodiment) and the normal direction of the sprocket 12 (counterclockwise direction in the illustrated embodiment). It is possible by rotating.

  When the sprocket 12 rotates in the reverse direction, the sprocket 12 rotates the brake element 18 counterclockwise and returns it to the inoperative position (horizontal direction in the illustrated embodiment). Further, by energizing the solenoid 32 again, the slider 20 and the brake element 18 are retracted (that is, the slider 20 and the brake element 18 are moved away from the sprocket 12 in the second linear direction). The engagement between the portion 34 and the brake structure 50 is released. In order to do this, it is sufficient to make the biasing force provided by the main spring 28 a little smaller, and therefore it is only necessary to excite the solenoid 32 relatively weakly. As soon as the brake element 18 and the sprocket 12 are disengaged, the return spring 30 rotates the brake element 18 to return it to its original non-operating position (horizontal position in the figure), and further by the excitation of the solenoid 32. The slider 20 and the brake element 18 are retracted to the inoperative position shown in FIGS.

  However, the auxiliary brake device 10 can also be released by rotating the sprocket 12 in the forward direction. In this case, the sprocket 12 applies a force that rotates the brake element 18 in the clockwise direction. Therefore, in order to release the brake, the slider 20 moves backward (ie, away from the sprocket 12 along the second linear direction by exciting the solenoid 32). After exciting the solenoid 32, in the first stage, the rod 28 moves back into the housing of the solenoid 32, so that only the slider 20 moves away from the sprocket 12 along the second linear direction. The brake element 18 remains engaged with the brake structure 50. Due to the inclination of the wedge-shaped portion 40, the sprocket 12 can in turn rotate the brake element 18 further in the clockwise direction, and the angle α is further increased. As a result, the engagement between the engaging portion 34 and the brake structure 50 is increased. The match is further weakened.

  The solenoid 32 continues to be excited so as to further retract the slider 20, whereby the slider 20 abuts against the right abutting portion of the support member 22, and then the slider 20 retracts together with the support member 22 to return to the original position. Return to the inoperative position. As a result, the brake element 18 is finally completely disengaged from the engagement with the brake structure 50 and thus the auxiliary brake 10 is released. Then, the return spring 30 works together with the weight of the brake element 18 to return the brake element 18 to the original inoperative state.

In the initial stage of the release process of the auxiliary brake device 10, the force required to retract the slider 20 is substantially less than the brake force required to stop the passenger conveyor and is necessary to activate the auxiliary brake device 10. It can be said that it is the same level as the driving force. This is also true when the sprocket 12 is moved in the forward direction when the brake is released. This is because retracting the slider 20 is based on only the horizontal component F _H (smaller component) of the force that the sprocket 12 applies to the wedge-shaped portion 40 via the brake element 18 and friction with the orthogonal component F _{N of} this force. This is because the product with the coefficient is to be offset by the main spring and the solenoid 32 (see FIG. 6).

  In the embodiment shown above, a wedge-type brake device for a passenger conveyor is provided, which requires less power and can be activated by a compact drive mechanism. In order to activate the brake device and / or to release the brake state of the brake device, only a relatively small activation force and / or release force is required. Moreover, this brake device can be reset from a brake state to a non-operation state, even if it moves a passenger conveyor in any direction, when it starts. The magnitude of the force required to release the brake state can be relatively small regardless of whether the passenger conveyor is moved in the forward or reverse direction when releasing the brake state. Since the starting force and the releasing force are small, a small and compact driving device can be used. In one example, the brake device can be electrically controlled by an electrical drive means such as a solenoid to operate the brake device and / or to release the operating state of the brake device.

  The brake element of a brake device has a brake part which can be engaged with the movable part of a passenger conveyor. The brake element can move in the first direction to a position where the brake part engages the movable part of the passenger conveyor and the brake element. With the brake part engaged with the movable part of the passenger conveyor, the brake element can move further from the initial engagement position of the brake part to the brake position of the brake element in the second direction. The movement of the brake element in the second direction is driven by the movement of the movable part of the passenger conveyor. Thus, the start-up process (leading to bring the brake device into the brake state) and / or the release process (leading to release the brake device from the brake state) for the brake device is performed in the first direction of the brake device. On the other hand, the braking process as described above is related to the movement of the brake element in the second direction. Because the brake element moves differently for each of the start / release process and the brake process, a separate drive can be provided for each of these movements. In particular, generally the movement of the brake element in the first direction that needs to be provided by an external drive (e.g. an electrically controllable drive) is determined to require only a small thrust. Can do. On the other hand, in order to provide a large braking force, the movement of the brake element in the second direction can be driven by the drive of the passenger conveyor itself. Therefore, a compact trigger / drive device that requires only a small force can be used for the brake device. An example of such a drive device is a small electromagnetic drive device such as a solenoid.

  If the brake element can also move in the direction opposite to the first direction, it can be reset by applying a relatively small force in the direction opposite to the first direction after actuation of the brake element.

  In one embodiment, the passenger conveyor is an escalator or moving walkway. Passenger conveyors are provided with sheaves (e.g. pulleys or sprockets) along which endless traction elements (e.g. step chains or pallet chains) that drive the passenger conveyor move. In this case, the movable part of the passenger conveyor is provided by a sheave or is partly fixed to the sheave. The drive sheave is a drive sheave or traction sheave driven by a passenger conveyor drive, the drive sheave being an endless traction element driving the passenger conveyor, either directly or via a transmission mechanism Drive. In this case, the movable part can be provided by the drive sheave itself or by a component connected to the drive train of the drive sheave. The endless traction element can be formed, for example, as an escalator step belt / step chain or as a moving sidewalk running belt / pallet chain.

  When the movable part of the passenger conveyor has a circular periphery, the brake element in the brake position faces a direction substantially in contact with the periphery of the movable part. By this orientation, the propulsive force from the movable part for maintaining the brake state is optimally transmitted to the brake element in the brake state. Furthermore, in order to release the brake state, the brake element can move in the forward direction with respect to the movement of the movable part and in the reverse direction with respect to the movement of the movable part.

  In one embodiment, a brake disc structure is provided on at least one side of the movable part of the passenger conveyor. The brake disc structure can be provided on the periphery of the movable portion, and can be engaged with the brake portion of the brake element so as to be in frictional engagement and / or shape engagement (for example, the brake disc structure). The body can have many brake parts arranged at angular intervals around the periphery of the movable part and following each other).

  In a further embodiment, the brake device further comprises a support member that supports the brake element such that the brake element is movable in the second direction. In such a configuration, the support member itself has, in the first direction, a non-actuated position where the brake portion of the brake element is disengaged from the movable portion of the passenger conveyor, and the brake portion of the brake element is the passenger conveyor. It is possible to move between the operating positions engaged with the movable parts.

  In yet another embodiment, the brake device includes a return spring member arranged to bias the brake element toward a non-actuated position where the brake portion and the movable portion of the passenger conveyor are disengaged. . After the brake state of the brake device is released, such a release spring member can surely return the brake element to the original inoperative position.

  In still other embodiments, the first direction and the second direction may be different from each other (e.g., the first direction may be a linear direction and the second direction is a circle) Can be circumferential).

  In yet another embodiment, the brake element can be rotatably supported about a rotation axis that is substantially perpendicular to the moving surface of the moving part of the passenger conveyor. For example, the brake element is 10 ° to 45 ° around the rotation axis between the position of the initial engagement between the brake portion and the movable portion of the passenger conveyor and the brake position of the brake element. It can be rotated to an angle of 20 ° to 30 °, more precisely 25 °.

  In yet another embodiment, the first direction is determined by the first linear direction and the brake element is movable with respect to the first linear direction until the brake portion engages the movable portion of the passenger conveyor. It can be. Thereby, in order to operate the brake device, the brake unit can be moved in the first linear direction using various devices and configurations. In particular, it is possible to use an electric drive device, for example, a device using a solenoid and an armature that can move in a linear direction according to the excitation state of the solenoid.

  In yet another embodiment, the brake device further comprises a stop member to provide a reliable brake condition in which the brake element is maintained in the brake position for a long time after the brake device is driven. The element further includes a contact portion, and the contact portion is stopped by moving the brake member from the initial engagement position of the brake portion to the brake position of the brake element in the second direction. It arrange | positions so that it may contact | abut with a member. In one example, when the brake part of the brake element engages with the movable part of the passenger conveyor and is in the brake position, the rotating shaft for rotating the brake element is configured so that the brake element can be moved from its original position. The direction perpendicular to the direction is offset with respect to the contact surface of the wedge-shaped portion.

  The stop member may be a stationary structure. However, actuation of the brake element that causes movement of the brake element to enter and / or release from the brake position causes the stop element itself to move in a second linear direction (e.g., this second linear direction is This can be facilitated when it is possible to move to a plane of motion of the movable part of the passenger conveyor. In one example, the second linear direction can be a horizontal direction. The first linear direction may be parallel to the second linear direction, or the second linear direction may be the same as the first linear direction. In this case, it is advantageous that the movement of the brake element in the first linear direction and the movement of the stop element in the second linear direction are actuated by the same actuating member.

  In still another embodiment, the stop member includes a wedge-shaped portion having a contact surface, and the contact portion of the brake element contacts the contact surface at the brake position of the brake element. This contact surface can be formed on the surface of the wedge-shaped part formed so as to taper toward the movable part of the passenger conveyor in the second linear direction. For example, the contact surface can be inclined at an angle of 1 ° to 20 °, strictly 3 ° to 10 °, and more strictly about 5 ° with respect to the second linear direction. A special advantage of the wedge-shaped stop element is that it is easily released from the brake position in situations where the moving part moves forward when releasing the brake element from the brake position. . The reason is that the brake element is further moved from the brake position of the brake element in the second direction by retracting the stop element in a direction opposite to the second linear direction (that is, a direction away from the driving unit). This is because it is driven by the movable part.

  In yet another embodiment, the stop element can be supported by a support member so that it can slide back and forth in the second linear direction. Furthermore, for example, the support member includes a first contact portion that restricts the movement of the stop element toward the movable portion of the passenger conveyor in the second linear direction, and the stop element is in the passenger direction in the second linear direction. A second abutting portion that restricts movement away from the movable portion of the conveyor can be provided. In this embodiment, the first contact portion and the second contact portion are offset from each other in the second linear direction.

  Yet another embodiment relates to a passenger conveyor comprising the brake device described above. In such passenger conveyor embodiments, the brake device may be an auxiliary brake device.

  Although the present invention has been described with reference to several embodiments, those skilled in the art will recognize that several variations and equivalent replacements may be made without departing from the scope of the present invention. Like. In addition, many modifications may be made to adapt a particular state or material to the teachings of the invention without departing from the spirit of the invention. Accordingly, the present invention is not intended to be limited to the particular embodiments disclosed, but includes all embodiments that fall within the scope of the appended claims.

Claims (29)

A brake device (10) for use in a passenger conveyor having at least one movable part (12),
A brake element (18) having a brake part (34) engageable with a movable part (12) of a passenger conveyor;
The brake element (18) can move in the first direction to a position where the brake part (34) engages with the movable part (12) of the passenger conveyor,
The brake element (18) is moved from the initial engagement position of the brake part (34) in the second direction in a state where the brake part (34) is engaged with the movable part (12) of the passenger conveyor. The movement in the second direction is driven by the movement of the moving part (12) of the passenger conveyor ,
The brake element (18) further includes an abutting portion (36), and the abutting portion (36) is configured such that the brake element (18) is an initial part of the brake portion (34). Arranged to contact the stop member (20) by moving in the second direction from the position of engagement to the brake position of the brake element (18),
The stop member (20) includes a wedge-shaped portion (40) having an abutment surface (48), and the abutment surface (48) abuts the brake element (18) at the brake position of the brake element (18). Brake device (10), wherein part (36) abuts .   Brake device (10) according to claim 1, characterized in that the passenger conveyor is an escalator or a moving walkway. The passenger conveyor includes a sheave, an endless traction element that drives the passenger conveyor moves around the sheave, and the movable part (12) is the sheave. The brake device (10) according to 2. Passenger conveyor includes a drive sheave is driven by a drive unit of a passenger conveyor drive the endless traction element of the passenger conveyor, the movable portion (12), the drive sheaves some have the above drive sheave is driven parts brake device according to any one of claims 1 to 3, characterized in that (10).   The movable part (12) of the passenger conveyor has a circular peripheral edge, and the brake element (18) at the brake position is oriented in a direction substantially in contact with the peripheral edge of the movable part (12). The brake device (10) according to any one of claims 1 to 4.   The movable part (12) of the passenger conveyor includes a brake disk structure (50a to 50h) on at least one side surface of the movable part (12), and the brake disk structure (50a to 50h) includes the movable part (12). 6. The device according to claim 1, further comprising a frictional engagement and / or a geometrical engagement with the brake part (34) of the brake element (18). Brake device (10).   A support member (22) that supports the brake element (18) so as to be movable in the second direction is further provided, and the support member (22) is a brake portion of the brake element (18) in the first direction. (34) is disengaged from the engagement with the movable part (12) of the passenger conveyor, and the brake part (34) of the brake element (18) is engaged with the movable part (12) of the passenger conveyor. The brake device (10) according to any one of claims 1 to 6, characterized in that the brake device (10) is movable between the operating position and the operating position.   And further comprising a spring member (30) arranged to bias the brake element (18) towards a non-actuated position where the engagement between the brake part (34) and the movable part (12) of the passenger conveyor is disengaged. Brake device (10) according to any of claims 1 to 7, characterized in that   The brake device (10) according to any one of claims 1 to 8, wherein the second direction is different from the first direction.   The brake element (18) is supported so as to be rotatable about a rotation axis (X) substantially perpendicular to the moving surface of the movable part (12) of the passenger conveyor, and the second direction is based on the rotation axis (X). The brake device according to any one of claims 1 to 9, wherein the brake device faces a circumferential direction as a center. The brake element (18) has a rotational axis (X) between the initial engagement position between the brake part (34) and the movable part (12) of the passenger conveyor and the brake position of the brake element (18). The brake device (10) according to claim 10, characterized in that it can rotate at an angle of 10 ° to 45 ° as a center. The brake element (18) has a rotational axis (X) between the initial engagement position between the brake part (34) and the movable part (12) of the passenger conveyor and the brake position of the brake element (18). The brake device (10) according to claim 10, wherein the brake device (10) is rotatable at an angle of 20 ° to 30 ° as a center. The brake element (18) has a rotational axis (X) between the initial engagement position between the brake part (34) and the movable part (12) of the passenger conveyor and the brake position of the brake element (18). 11. A braking device (10) according to claim 10, characterized in that it is rotatable about an angle of about 25 ° as a center. The brake element (18) can move in the first linear direction until the brake part (34) engages with the movable part (12) of the passenger conveyor, the first linear direction being The brake device (10) according to any of claims 1 to 13 , characterized in that The rotational axis (X) around which the brake element (18) rotates is offset with respect to the abutment surface (48) of the wedge-shaped part (40) in a direction perpendicular to the first direction. Brake device (10) according to any of claims 10 to 13, characterized in that The braking device (10) according to claim 1-15 , characterized in that the stop member (20) is movable in the second linear direction. The braking device (10) according to claim 16 , characterized in that the second linear direction extends substantially parallel to the plane of motion of the movable part (12) of the passenger conveyor. The brake device (10) according to claim 16 or 17 , characterized in that the second linear direction is oriented in the horizontal direction. The brake device (10) according to claim 16 to 18 , wherein the first linear direction and the second linear direction are parallel to each other. The contact surface (48) is formed on the surface of the wedge-shaped portion (40) formed to be tapered toward the movable portion (12) of the passenger conveyor in the second linear direction. The brake device according to claim 16-19 . The brake device (10) according to claim 20 , wherein the contact surface (48) is inclined at an angle of 1 ° to 20 ° with respect to the second linear direction. The brake device (10) according to claim 20, wherein the contact surface (48) is inclined at an angle of 3 ° to 10 ° with respect to the second linear direction. The brake device (10) according to claim 20, characterized in that the abutment surface (48) is inclined at an angle of about 5 ° with respect to the second linear direction. The brake device (10) according to any one of claims 16 to 23 , characterized in that the stop element (20) is supported by a support member (22) so as to be slidable back and forth in the second linear direction. ). The support member (22) has a first contact portion that restricts the movement of the stop element (20) toward the movable portion (12) of the passenger conveyor in the second linear direction, and a passenger in the second linear direction. A second abutting portion for restricting the movement of the stop element (20) away from the movable portion (12) of the conveyor, and the first abutting portion and the second abutting in the second linear direction The brake device (10) according to claim 24 , characterized in that the parts are offset from each other. An electrically controlled drive element configured to move the brake element (18) in a first direction to a position where the brake part (34) and the movable part (12) of the passenger conveyor engage; The brake device (10) according to any one of claims 1 to 25 , wherein the brake device (10) is provided. The electrically controlled drive element (32) comprises a solenoid (32) and a drive rod (28) connected to the brake element (18), the brake part (34) and the passenger in the first direction. moving part of the conveyor (12) such that moves the braking element (18) to a position for engagement, solenoid excitation state (32) of claim 26, wherein moving the drive rod (28) Brake device (10). Passenger conveyor provided with the brake device (10) according to any one of claims 1 to 27 . 29. Passenger conveyor according to claim 28 , characterized in that the brake device (10) is an auxiliary brake device.

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